Va vol 39 no 4 apr 2011

APRIL 2011

Ev Cassagneres Cheshire, Connecticut ■ Commercial Pilot ■ Flying since 1945 ■ Ryan Aircraft Historian ■ Author

Ev has flown more than 100 types of airplanes and he has flown more Ryan airplane types than any other living pilot.

Dealing in any way with AUA is an old-time pleasure. They are, courteous, pleasant, thorough, personable, businesslike, competitive, and on top of that - they love old airplanes and talk the language too.

Thanks AUA !

— Ev Cassagneres

AUA is Vintage Aircraft Association approved. To become a member of VAA call 800-843-3612.

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800-727-3823 Fly with the pros… fly with AUA Inc. www.auaonline.com

A I R P L A N E Vol. 39, No. 4

2011

A P R I L

CONTENTS 2

Straight & Level Young Eagles and spring inspections

by Geoff Robison

3

News

5

Aeromail

6

Taylor J-2 Cub In the beginning there was this ‘someday project’

by Budd Davisson

14

The Sky’s the Limit 40th Anniversary of the National Stearman Fly-In

by Ed McKeown

18

Leather Helmet, Goggles, and a Rosary Adventures of a teenage barnstormer

by Ray Goss

23

My Friend Frank Rezich, Part VII

by Robert G. Lock

27

The Vintage Instructor

6

It’s a new season for flying—are you ready?

by Steve Krog, CFI

30

STAFF

The Vintage Mechanic

EAA Publisher Director of EAA Publications Executive Director/Editor Production/Special Project Photography Copy Editor Senior Art Director EAA Chairman of the Board

Vibrations, Part I

by Robert G. Lock

35

Classified Ads

36

Mystery Plane

by H.G. Frautschy

COVERS

18

FRONT COVER: Steve Kretsinger’s newly-restored Taylor J-2 Cub was trailered to Watoma, Wisconsin from Eugene, Oregon, then reassembled and flown to EAA AirVenture 2010. During the convention, the J-2 was reunited with one of its early pilots, EAA Founder Paul Poberezny.

Read more about the restoration in Budd Davisson’s article starting on page 6. EAA photo by Jim Koepnick.

BACK COVER: Another cover from the drawing table of prolific illustrator Frank Tinsley, this fanciful interpretation of Waldo Waterman’s Aerobile shows us what life could be like for the aviation countr y-club set if Waldo’s dream of production could be realized. The September 1937 cover for Air Trails shows the nation the promise of post-Depression aviation. Unfortunately, World War II would interrupt the advancement of civilian aviation for more pressing needs. Tinsley seems to give another nod towards innovation, with the illustration of what appears to be a version of the Everel single-bladed propeller on the prop shaft of the Aerobile.

Wouldn’t the Aerobile be a nifty replica project?

Rod Hightower Mary Jones H.G. Frautschy Kathleen Witman Jim Koepnick Colleen Walsh Olivia P. Trabbold Tom Poberezny

Publication Advertising: Manager/Domestic, Sue Anderson Tel: 920-426-6127 Email: sanderson@eaa.org Fax: 920-426-4828 Senior Business Relations Mgr, Trevor Janz Tel: 920-426-6809 Email: tjanz@eaa.org Manager/European-Asian, Willi Tacke Phone: +49(0)1716980871 Email: willi@flying-pages.com Fax: +49(0)8841 / 496012

Interim Coordinator/Classified, Alicia Canziani Tel: 920-426-6860 Email: classads@eaa.org

VINTAGE AIRPLANE 1

STRAIGHT & LEVEL GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

Young Eagles and spring inspections aving just spent four days in Oshkosh, I return home with a renewed feeling of invigoration. Every time I engage myself in the atmosphere of EAA, even in the month of March with all that snow, I come home with a renewed sense of excitement about this organization. What a great way to slap down the seemingly eternal winter doldrums. It really makes me want to shout it out to anyone who will listen that all of my experiences with EAA are also available to every EAA member out there. You just need to engage, and ride the wave. I have been riding this wonderful wave of opportunity now for 28 years, and it has been a great ride, a ride I hope continues for at least another 28 years.

If you haven’t heard, I want to share with you the fact that aviation recently lost a good friend in Jack Cox. I didn’t know Jack well, but I clearly knew who he was and what he meant to our organization and the entire world of aviation. He was the epitome of a gentleman and possessed a rare ability to communicate his knowledge of aviation to us all in a fashion that was not just entertaining but accurate as well, and he had great value to those of us who enjoy vintage airplanes. My deepest condolences to his wife, Golda, and the entire family, as well as the huge group of friends Jack enjoyed over all these years. We will miss him deeply.

It’s always a great day at the hangar when we host a Young Eagles event.

VAA Chapter 37 in Auburn, Indiana, and the local Fort Wayne, Indiana, EAA Chapter 2 will host about eight individual events during the upcoming

H

2 APRIL 2011

flying season. We recently celebrated with two of our members when they reached the remarkable accomplishment of “300 Young Eagles Flown.”

Congratulations to members Drew Hoffman and David Resler for their generous efforts in sharing the experience of flight with so many young folks throughout our community, and for their direct participation in inspiring the next generation of pilots.

The Young Eagles program continues to expand its horizons. Your EAA leadership is now at the ready to launch the next spectrum of Young Eagles by providing an opportunity to assist parents in enabling their child’s journey into aviation. EAA Chairman Tom Poberezny’s March column in Sport Aviation, titled “Brace for Impact,” should be read by every pilot who has ever flown a Young Eagle.

The research that was recently completed by EAA on the impact to aviation this program has produced since 1992 is nothing less than amazing.

Tom stated, “The biggest results are yet to come! When you plant the seed of aviation, you don’t know when it will sprout.” Tom’s column reports remarkable data that will not only encourage those pilots who participate now to stay engaged, but also it is highly likely to inspire even more EAA pilots to engage themselves in this amazingly effective program.

With spring’s arrival I want to again remind everyone to perform an extensive preflight inspection of their aircraft prior to that first breakfast run. If you’re like me, your aircraft oftentimes will lie idle in the hangar for months through the wintertime, and it is clearly susceptible

to those fuzzy little four-legged visitors nesting in the most remote areas of your airframe. Taildraggers are particularly vulnerable to these little critters, so you have to get in there and do a thorough inspection including the tail cone, the wings, under the floorboards, and behind the panel. Pull the inspection plates and use a mirror and flashlight to get a good look all around. If you see an unusual stain on your headliner that you can’t account for, you better look into it! Even if you have never seen any mice in your hangar, it is always a good idea to set traps to keep their population to a minimum. Rock that wing and sump a little more fuel than normal to make certain you have no contaminants in your fuel system. Be sure to pop open the engine cowling and look throughout the compartment. Remember, they like cozy, out-of-the-way places to nest. If one little piece of grass, shredded paper, or fabric looks out of place, investigate further. I could go on and on, but you get the idea here. Be thorough in your inspection prior to that first flight, and don’t get in a hurry. It is a real disconcerting feeling when one of these critters tries to run up your pant leg on your initial takeoff run.

Trust me, I know the feeling!

VAA is about participation: Do yourself a favor and ask a friend to join up with us. Let’s all pull in the same direction for the good of aviation. Remember, we are better together. Join us and have it all.

VAA NEWS Former Sport Aviation Editor and Founding Editor of Vintage Airplane Passes

Jack Cox, EAA Lifetime 14286, VAA Hall of Fame Inductee, who influenced generations of aviators as the longtime editor-in-chief of EAA Sport Aviation magazine and founding editor of EAA’s Vintage Airplane magazine, passed away Sunday, March 6, 2011.

Jack joined the EAA staff in 1970 when he and his wife, Golda, moved from North Carolina to Wisconsin at the invitation of Paul Poberezny. While busy working at EAA in a variety of roles at the headquarters in Hales Corners, Wisconsin, Jack was managing the day-to-day work that led to the formation of EAA’s Antique/Classic Division (now the EAA Vintage Airplane Association), which included his new Classic category for post-war aircraft, then the largest unaffiliated entity in aviation.

Jack created the Division’s new monthly publication, The Vintage Airplane, and served as its first editor. He also designed the Division’s first logo, which featured the Wright Flyer.

In 1972, Jack was named editor-in-chief of Sport Aviation, a position he held until his retirement in 1999. During his tenure, Golda was his partner on the magazine, as she was in all aspects of his life, serving in the role of managing editor.

Jack was born in Seagrove, North Carolina, in January 1934 and grew up enamored with aviation, building model airplanes and reading everything

available on aviation. After graduating from college and beginning a teaching career, he began taking flight instruction and soloed a J-3 Cub at Air Harbor Airport in Greensboro, North Carolina, in April 1956. As a private pilot, Jack logged more than 3,350 flying hours in a total of 137 different makes and models of aircraft.

Jack was inducted into the EAA Vintage Aircraft Association Hall of Fame and the EAA Homebuilders Hall of Fame. In 1986 he received a prestigious award from the Aviation/Space Writers Association for his article on the around-the-world flight of the Voyager.

Upon retirement, Jack and Golda returned to Asheboro and remained active in aviation. Jack was a lifetime member of EAA, a member of AOPA, a director of EAA/VAA Chapter 3, and a member of the Asheboro Airport Authority. He was also a member of the voting panel of the Motorsports Hall of Fame.

After serving as the first editor of The Vintage Airplane, he was always available to the editors who followed, offering story suggestions and helping nurture the growing vintage airplane movement. He was unfailing in his belief in recreational aviation, and we should be forever grateful for his steady guidance of EAA publications, and the work that helped create EAA’s largest special interest area. I join past editors Dave Gustafson, Gene Chase, and Mark Phelps in expressing our profound condolences to his wife, Golda, and Jack’s extended family.

Feel free to visit www.SportAviation.org for a link to an online obituary where EAA members are invited to share memories of Jack.

VINTAGE AIRPLANE 3

TM

Sportsman Pilot Ceases Publication The publication of Sportsman Pilot magazine ended on March 6, 2011, with the death of editor and co-owner Jack Cox of Asheboro, North Carolina.

Jack and his wife, Golda, enjoyed their association with a small but very loyal subscription base for the last 30 years. Upon Jack’s passing, Golda shared this message, “Jack and I hope we have provided as much pleasure as we received producing Sportsman Pilot. Our regret is that some interviews from Sun ’n Fun and AirVenture 2010 will not be written. We hope the publication has provided interest, education, and historical knowledge to many of our readers.”

Mistakes That Can Derail Your Re-Registration The FAA’s aircraft re-registration initiative that began on November 1, 2010, is going about as expected, according to Walter Binkley, manager of aircraft registry in Oklahoma City. That is to say, it’s going fairly well—with more people than expected using the online registration instead of mailing in the paper form. Reregistering online is much more effi cient, resulting in a one-week turnaround as opposed to the six to eight weeks for fi lling out and

4 APRIL 2011

mailing in the form, then waiting for hard copies to wind their way through the queue.

There are some mistakes the branch is seeing that can derail a registration; these include: • Failure to print or type name.

• Making an alteration to the text and whiting out or obscuring something on the form—the only acceptable way to alter text is to line through and correct.

• Including the appropriate fee.

• Checking both “info correct” and “changes made” boxes or leaving both unchecked—one of the boxes must be checked.

• Sending in the re-registration w h e n i t ’s n o t t h e i r t u r n . “ We won’t take applications out of cycle,” Binkley said.

If you receive a final notice

even though you have already submitted re-registration materials, don’t worry; the FAA wants to give aircraft owners every opportunity to re-register in the event of procrastination, materials lost in the mail, or other reasons, Bink ley said.

If you submit your re-registration and it has not been processed by the prescribed final notice date, you’ll automatically receive a final notice. The FAA also sends a third notice when an aircraft’s registration expires, giving owners a final opportunity to get their materials in and save their N numbers.

Call 866-762-9434 (toll-free) or 405-954-3131 with any questions or concerns. Or go to www.

SportAviation.org to fill out an online form for fastest response.

Young Eagles Ford Mustang Raffle Opens The annual Young Eagles Raffle features one sweet ride—a 2011 Ford Mustang GT conver tible valued at $42,000. The raffl e, which suppor ts EAA’s Young Eagles program and other youth aviation education initiatives, of fers only 1,500 tickets at $100 each, and can be purchased at the EAA AirVenture Museum as well as during AirVenture through July 31. Other prizes include four cash prizes ranging from $500 to $5,000.

The prize drawings will be held after the afternoon air show on Sunday, July 31, the final day of the fly-in. The Mustang is provided with assistance from Ford Motor Company and Kocourek Ford of Wausau, Wisconsin.

AEROMAIL Send your comments and questions to: VAA, Letters to the Editor P.O. Box 3086 Oshkosh, WI 54903-3086 Or you can e-mail them to: vintageaircraft@eaa.org

Thank You! As we get closer to this year’s EAA AirVenture Oshkosh fly-in and convention, it’s fun to see that members sometimes go to great effort to drop us a note. This letter (above) from member Ken Berger was dropped off at our Red Barn hospitality center just before the awards ceremony. Written on a piece of soft drink packaging, Ken’s heartfelt note reminds us that the efforts of our volunteers and staff alike don’t go unnoticed. Thank you, Ken!

Where Are They Now? Dear Sir, I just read the latest issue of Vintage magazine [January 2011], and found much interest in the Rearwin story.

But my main reason for writing is to ask if anyone out there in our association knows the whereabouts and status of the Rearwin Speedster 6000M, NC15865, s/n 36. I was fortunate to fly that airplane, apparently the prototype of the 6000 design, with the Cirrus engine. It was all cream with

orange trim, in original configuration. How well I remember the narrow front area where the rudder pedals were, which made me feel as though I was pigeon-toed. Last time I saw the machine was many years ago in a T-hangar on some airport in Michigan, and have since lost track of it.

In addition, I would love to know if there are any other Speedsters out there, either flying or in restoration.

And lastly, I flew a Buhl Pup LA-1, NC12109, back in the late ’40s at New Haven, Connecticut, and wonder if it might have survived, and where it is, and what the status is of that wonderful and fun airplane with the “Sickly” three-cylinder engine and cable all around it so the cylinders would not fly off into the wild blue yonder.

And oh yes, I also got to fly a Barkley-Grow, NC18388 (looked like a Twin Beech D-18 only with large, beautiful wheelpants), out of Bridgeport airport, with Alan Wheeler back around 1957, and wonder if anyone knows where that beautiful twin is.

Please print this in your next issue, if you don’t mind. I sure would appreciate it, now that I am 82 plus.

Sincerely, Ev Cassagneres You can send your response back to Ev care of us here at VAA headquarters, via e-mail at vintage@eaa.org or regular mail at VAA, PO Box 3086, Oshkosh WI 54903.

Crosswind Landings Hi Steve, I enjoyed reading your article about windsocks and downwind landings as well as your previous articles. One can never learn all there is to this business.

That is my 1941 A75-L3 in the background. I owned an Air Repair Stearman previously and checked out in a B75-N1 back in 1969 or so.

When I owned the Air Repair Stear man, I was flying for Eastern Air Lines and had the Stearman hangared in Laconia, New Hampshire (LCI). One nice day, I thought I’d fly over to Wolfeboro for some 80 octane, check out the lakeshore, and get me some landing practice. Here I come over the north side of the airport, and I noticed some kind of whiz-jet taking off to the east, then a Cessna of some sort also going to the east. So, what does the gallant Stearman flier do? You have it!

Fall in a left-hand pattern to the east.

As I prepared for another fine landing, the Stearman began to get squirrelly and wobbly! What’s going on?

Well, I managed to catch a glimpse of the windsock, “Holy-moly, idiot. You had landed or attempted a landing downwind with a right-quartering tail wind!” I immediately applied power and went around to land to the west, as I should have in the first place.

I had fallen prey to doing as others do and not checking the wind direction.

Never did that maneuver again! Stear mans just don’t like tail wind landings.

In later years when checking out new Stearman guys, I always made it a point to discuss wind direction and my almost-incident with them.

Thanks for the fine articles.

Pete Chestnut, VAA 65

VINTAGE AIRPLANE 5

Taylor J-2 Cub In the beginning there was this ‘someday project’ BY

6 APRIL 2011

BUDD DAVISSON

er

JIM KOEPNICK

Steve Kretsing

“I

didn’t want to be one of those who say ‘someday’ when talking about a project, because ‘someday’ quite often doesn’t come. So, I made up my mind to actually start working on the project.”

The speaker was Steve Kretsinger, of Eugene, Oregon, and “…the project” to which he referred was his uncle’s Taylor J-2 Cub, which had lived in his uncle’s garage for almost two decades and was often referred to in “someday” terms. Steve was determined to break the cycle and do something about it.

As is almost always the case with decisions like this, it was a long time coming and involved more than just waking up one morning and saying to himself, “I’m going to rebuild the Cub.” “I’ve always dreamed of flying,” Steve said, “but, there was no aviation connection of any kind in my immediate family. So, at the time, I just figured ‘…yeah, just another kid dream that’ll never happen.’ I was so far outside of aviation that I didn’t have a clue as to what the proper path would be. I had no idea that lots of kids my age were trading paper route money and

Rights: 1st No. American, One Time

JIM KOEPNICK

VINTAGE AIRPLANE 7

The rounded tail sur faces and wingtips help distinguish the J-2 from its squared-off predecessor, the E-2 Cub. The changes to the design, created by Walter P. Jamouneau, softened its appearance. In previous writing, the assumption has been made that the “J” in J-2 stood for the designer’s name. Pete Bowers, in his 1993 book, Piper Cubs, points out that in reality, the “J” just happened to be the next letter in the series of Taylor Cub models—the previous version had been the 35-hp Szekely SB-3-35-powered H-2, and skipping the letter “I,” since it could be mistaken for the number 1, meant the next model-designating letter would be, at best, a happy coincidence with the design modifier’s last name! wash jobs for flying time. And it went that way for quite a while.

“For one thing, I thought I had to have ground school completed before I could start taking flying lessons. So, when I got older, I enrolled in a ground school course at the local community college and met a guy there who had a C-152.

I told him I was itching to get into an airplane. He said, ‘Fine. How

8 APRIL 2011

about Saturday?’

“I said, ‘I can’t. I haven’t finished ground school.’

“He replied, ‘Don’t need it. See you at what time?’

“It was just that simple. Then I started talking about airplanes at home and how I’d like to own one.

That’s when my mom said, ‘You know your Uncle Tom has an airplane in his garage. Go see him.”

At that point Steve was 26 years old and just beginning to dip his toes into the aviation pool, so his aviation knowledge was minimal. Still, he knew that he liked old airplanes, and he knew exactly where he could find one. So he set out to visit his uncle down the road in California.

“First of all,” he said, “it turned out that Uncle Tom didn’t have an airplane in his garage. He had

JIM KOEPNICK

two airplanes in his garage. A 1938 Fairchild F-24J and a 1937 Taylor J-2 Cub. I guess I never realized how heavy he was into airplanes.

It turns out that at one time in the early ’60s he used the Fairchild to commute from Long Beach to work at Vandenberg Air Force Base. He had also been one of the Flabob Airport gang, and vintage/antique airplanes were a big part of his life.

“I started hinting around that I’d like to buy the Cub, and he said, ‘Tell you what: You rebuild the Cub and you can fly it, but I’ll own it.’

That was 1986, and I took the Cub home to my shop to work on it.

Only problem was, I got married and started having kids at the same

time, so the Cub was once again a ‘…someday, I’ll get at it’ project, and it didn’t look as if I was going to get to do the airplane myself.

“I had been introduced to Tim Talen, in Eugene, who was doing airplane restorations (Ragwood Refactory, http://RagwoodRefactory. com), and as I hadn’t even touched the airplane, it looked as if the only way I was going to get it done was by having a professional do it. I talked to Tim about it, and he pointed out that it was going to cost so much to do the Cub that I’d probably have more in it than it was worth. He suggested I have him do the Fairchild instead because I’d have a more valuable airplane, when finished, and would come out better financially. So, I talked to Uncle Tom about doing the Fairchild, but it turned out a friend of his wanted to do it for him, and he did.

When the airplane was finished, my uncle and I flew it to Oshkosh.

That was in 2000.

“In 2006 I had the epiphany about ‘someday’ and realized that day wouldn’t come for me on the Cub unless I made it happen. So, I pulled the trigger on it. Only I was going to be as hands-on as I could be, within the limitations of my own time and talents. And that’s when I hired Tim Talen to finish the project. As he worked on the project, I was able to contribute in the areas that he thought were within my abilities. He’d look over my shoulder directing me on the things I could do and taking over for those areas where I was over my head.”

As near as Steve could tell, the airplane hadn’t flown since the 1940s. In the 65 years since it had gone through dozens of hands, each adding their own pile of parts to the ‘someday project,’ but none of them did anything constructive to the airplane, although right at the beginning Steve and his uncle had sand blasted the fuselage and primed it, which, with the passage of so many years, had to be done again. What Steve had was a gigantic pile of parts that he hoped to-

taled up to a complete airplane.

Steve said, “Tim had already done a J-2 or two, so he knew what we were looking for and how different years of airplanes might have different parts. This first surfaced while I was doing the wings.”

Steve continued: “When we started spreading out the parts, we realized that I had three wing panels, but no usable ailerons. Not a one.

What we did have, however, were factory drawings for those ailerons.

So, starting with the hinge fittings and horns, we just built them. The wings needed total rebuilding. I built new spars for them and had to repair every single rib. Some weren’t too bad, but others were mostly trash.

“We bead-blasted the fittings for all three wings and picked the best for these wings. We also tore our hair out looking for new pulleys of the right kind, but couldn’t find them. We did, however, have a big box of ‘stuff,’ and in them we found enough usable pulleys to put this airplane together.

“One of my mantras was ‘originality and no new parts,’ which turned out to be harder to do than I thought it would be. For instance, when we started rebuilding the seats we found that the top of the seat back was supposed to be a special C-shaped steel channel that the drawings called a Dahlstrom Channel No. 543. The same channel material was used in the tail for ribs.

Miracle of miracles, it turned out that the company that made them was still in business and still had the dyes. ‘Great,’ we thought, ‘we’ll just give them a call and buy 20 or 30 feet of the stuff. We called the factory and talked to a very nice person who had worked there for a long time, and she told us that yes, they could build the parts, but we’d have to buy a minimum of 5,000 yards! Oh, well, so we got creative with steel while filling those gaps.

“The fuselage wasn’t too bad,” Steve said. “Although we had to strip it again, there wasn’t a lot of rust.

There was evidence that the airplane

VINTAGE AIRPLANE 9

JIM KOEPNICK JIM KOEPNICK

The new Sensenich propeller sports the proper yellow-painted tips and a pair of decals with the correct “Made in Lititz, PA” wording.

AMY GESCH

Continental’s first-production flat-opposed aircraft engine, the A-40. Unlike the later “A” series of engines, the cylinder head for each pair of cylinders is cast as one piece, as are the cylinders.

10 APRIL 2011

had some repairs near the wing attach points. I had the first three logbooks, which didn’t mention an accident, but those logs only covered the 1930s, and I had nothing after that. It also had a good turtledeck structure, so that didn’t need much work. In general, however, compared to the total rebuild of the wings, the fuselage wasn’t too bad.

“The sheet metal needed a lot of work. The boot cowl was all there, but good only for patterns, and the firewall was more holes than metal,” Steve said. “We were able to use the original nose bowl, although as it came out of the factory it was a single-piece unit. However, somewhere along the line, this one had been split for ease of maintenance, so we put it back together.

Tim did the top cowl and some other parts so that it came back to totally original configuration, including the boot lace clips.”

When an airplane is as basic as the Taylor J-2 Cub, doing the instrument panel doesn’t require a lot of instruments, but they have to be the right instruments or it’ll look “wrong.” Nothing is more visually jarring than a 1980s airspeed or altimeter in a super-simple 1930s instrument panel.

“We had an instrument panel, but not a single instrument. I’m certain they are all in a box under someone’s bed, but that’s when we had to resort to flipping over rocks, looking for what might be available. Tim had some of the instruments, and I found the right tachometer from a guy in Sonoma, California. We ran into a brick wall, however, when it came to the al-

Left: One of the simplest cockpits in the histor y of aviation. The rod at the top with the small knob surrounding it is the throttle, and the parallel white ropes activate the pulley controlling the stabilizer angle for pitch trim. From left to right we have the minimum instruments needed for VFR flight in the 1930s: airspeed, oil temperature, oil pressure, and nonsensitive altimeter.

Personal History Steps Out of the Crowd

H.G.FRAUTSCHY

timeter. We thought it was a Zenith altimeter but weren’t sure.

They came in two sizes, 4 inches and 3-1/8 inches. Fortunately Tim found a Zenith altimeter at a fly-in swap meet.

When an airplane has a history that includes lots of owners, it’s interesting how much extra “stuff” starts to follow it around, each owner adding something they’ve found. If the “stuff” box that comes with a project is big enough, the restorer can do his shopping at home rather than make Google a silent partner. In this case, the extras are what made some of the project possible. This especially applies to both the tail and the engine.

Steve said, “We had three complete sets of elevators and stabs, and all were pretty good, but although they were all the right shape, they weren’t all built the same. Some of them appeared to be J-3, not J-2. Tim selected the right ones by matching their manner of construction to that shown by the rudder, which obviously was original to the fuselage.

“We had two sets of landing gear legs, with two different types of axles. We went with the type that the type certificate said we could run 4-inch Hayes wheels, which we had, and let us run the commonly available 8.00-4 tires.

“Since this ship was built with the option for a tail wheel, we debated about adding brakes, but that would have been a big departure from the idea of total originality. The tail wheel steers fine, so that wouldn’t be a problem, but getting stopped might be. Doug Griffin of Red Bluff, California, indicated that the airplane was engineered and built with a little excessive toe out, which scrubs the tires just a little, so that really helps slow the airplane down. If a tail wind is pushing you and you need to stop, you just spin around and put the nose into the wind.

“When we started on the engine,” he said, “we really had a serious pile of ‘stuff’ to sift through. We had two more-or-less complete engines and

Paul Poberezny and Steve Kretsinger enjoy a few moments with one of the J-2 Cubs Paul flew as a young man. Steve brought the restored airplane to EAA AirVenture from California.

As Steve told the stor y, “N19252’s original owner was the Brown Deer Flying Club in Milwaukee, Wisconsin. While doing the restoration, I was talking to Tim about the history of the aircraft, and he said, ‘You know, Paul Poberezny grew up in the Milwaukee area, you ought to see if he flew your airplane.’ I e-mailed the EAA, and they forwarded my letter to Paul. He responded that he did fly out of the Brown Deer airport, and said he flew several J-2s.

“Fast forward to AirVenture 2010; while we were in Oshkosh, we were asked to bring the airplane to the ‘Vintage Interview Circle’ to display the airplane and conduct an interview. Unbeknownst to me the staff had made arrangements for Paul to appear during our interview. As Ray Johnson was conducting the interview with me, he said, ‘Steve, I’d like you to meet someone; turn around!’

“To my complete surprise and amazement it was Paul Poberezny! They handed Paul the microphone, and he told some stories about flying in Milwaukee in the ’30s, and as he pointed to my airplane, he said, ‘As a young lad, I flew this airplane.’ The interview was followed by handshakes and photographs. This was like icing on the cake. Here I was in Oshkosh, Wisconsin, over 2,000 miles away from home, displaying my airplane at the greatest fly-in in the world, and I get to meet the man who started it all in front of an airplane he learned to fly in!”

VINTAGE AIRPLANE 11

two baskets full of parts that were supposed to contain an engine each.

I did some research on the A-40s and found we had a choice of building it as a -2, -3, -4, or a dual-ignition -5.

Since this particular ship was originally equipped with the -4 model, we decided to build it as a -4 because of the higher rpm and our parts seemed to lend themselves better to that particular model. And there was that originality thing.

“Rather than do the engine ourselves, I had Al Holloway, of Holloway Engineering, in Quincy, California, do it. A-40s are pretty basic, but they are also pretty old, so I wanted it done right.

“Sensenich did the prop pretty much the way we wanted it. I got a hold of Clyde Smith, the recognized old Piper expert, and he said the tip fabric would have been yellow, so that’s the way we did it. Tim had some old Sensenich stickers, but we didn’t have to use them because Sensenich asked us which stickers we wanted, since they knew we’d probably want the Lititz, Pennsylvania, address on them to be correct to the period. That all turned out to be very easy.”

When it comes to covering and painting low-power airplanes like a Taylor Cub, it’s always advisable to keep the weight down so the poor little engine doesn’t have to fight gravity quite so hard. And that’s exactly what they did.

“Tim had a roll of 1.7-ounce Dacron with the PMA stamp intact, which was important, since this is a certified airplane. We painted it

with Poly-Tone and hand rubbed it.

Poly-Fiber was one of my ‘contributors,’ and their material was easy to work with, but there was a learning process in which Tim had to work to get a consistent shine. We didn’t want it to be glossy, but we didn’t want it to be totally dull either.”

One problem that often plagues projects that change hands so often has nothing to do with the airplane itself but is still the key to airworthiness: the paperwork. So often the airplane changes hands as piles of “junk,” so the individuals forget that the FAA paperwork has to be correct, but as Steve was to find, the word “correct” is open to some interpretation.

“My uncle had no bill of sale, and none had been recorded. So technically, it wasn’t his airplane, and we couldn’t register and fly it until that was sorted out. I backtracked and was lucky enough to find the widow of the last registered owner, so we got our bill of sale and were legal. The only problem was, however, that it was registered as a 1945 Piper J-2 Cub, which had been built in 1944, which, of course, had never existed. The Taylor J-2 Cub was long out of production by 1945, and I didn’t want my airplane having the wrong birth date on its birth certificate.

“The various factions within the FAA couldn’t get together and correct the dates, as that was a ‘change,’ and they couldn’t change paperwork without more paperwork. Neither side would give in.

So, I hired a DAR who called reg-

istration. They told him the same thing, so he asked for the supervisor’s name. The two of them got on the phone and figured out a way to make it happen. Plus, there was a letter on Taylor’s letterhead saying that they had built ‘aircraft No. 1652 in 1937,” so that gave everyone the proof they needed to justify correcting my paperwork.

“We were really trying to get it to Oshkosh, but we flew it for the first time on July 3 and couldn’t get enough flying time on it to break it in or prove its reliability, which we knew was marginal in the best of situations. The truth is that even if we had left that day for AirVenture, the airplane is so slow, we still might not have made it. We got five hours on it, took the wings off, put it on a trailer, and took it to Wautoma, about 30 miles from Oshkosh. We put it together there, flew it a little more, then struck out for Oshkosh.

“I can’t adequately tell people what it means to me to be flying an airplane like this and arrive at Oshkosh. When I taxied it into position in the Vintage area and shut it down, I just sat there for a minute or two savoring the moment. I so clearly remembered the airplane as a rusty pile of parts, yet here I was sitting in the grass at Oshkosh with that same pile of parts. It was almost a surreal feeling. And every single bit of the effort involved in getting there was worth it. At that moment I understood why so many people do projects like this.

The emotional payoff is huge.”

Yeah. What he said!

AMY GESCH

12 APRIL 2011

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The Sky’s the Limit 40th Anniversary of the National Stearman Fly-In BY

T

his year marks the 40th anniversary of the National Stearman Fly-In held each September in Galesburg, Illinois. Special activities are planned for both the public and the 150 or so Boeing Kaydets who will be attending. You may want to mark the week of September 5-10, 2011, on your calendar to come to Galesburg and enjoy the sights and sounds of Stearmans flying almost around the clock!

Check out the websites www.StearmanFlyIn.com and www.Stearman. net for more information.

Of lesser fame but just as impor-

14 APRIL 2011

ED MCKEOWN

tant are the efforts of a few pilots and volunteers who have contributed to the educational experience of grade-school children and spread the aviation message for the past 17 years.

If you drive by Nielson Elementary School in Galesburg, you will notice inside the front windows a bright blue bulletin board that says “The Sky’s the Limit” in puffs of smoke coming out of a Stearman airplane.

You can see it, hear it, and feel it when you enter Nielson. The front bulletin board is painted with a giant Army Stearman airplane surrounded by cornfields

and sunshine. T-shirts, sweatshirts, folders, school magnets, and stationery sport the phrase “The Sky’s the Limit” as well. You hear it from teachers and students alike during the school year while reaching for understanding. Most importantly, at this school the air and the spirit are charged with the thought that anything is possible if you learn, work hard, and never give up.

It was a casual inquiry by Celia Godsil, a teacher, of pilot Tom Forys at the 1993 National Stearman Fly-In that really started the prop spinning. Tom responded “Of course!” to the request to fly over the school so the kids could see

Left: Bob Matthews (left) Terr y Bolger show the kids how to “spread their wings” as they line up to visit the flightline during the Stearman Fly-In.

It was a casual inquiry by

the airplanes, and he added, “Why don’t we visit the school, too, and talk to the kids?”

So Tom organized a group of pilots, and they took it upon themselves to become special mentors to the students at Nielson. After spending time in the classrooms with the children, sharing his love of flying and the need to overcome obstacles, pilot Tom would exit the room saying, “The sky’s the limit, and you can do whatever you set your mind to do!” Thus began the spirit that has become the school motto and theme and helps to cement the teachers, students, and families together as a community.

And so it began.

It will begin again this September on Thursday morning at 8:30.

Celia Godsil, a teacher, of pilot Tom Forys at the 1993 National Stearman Fly-In that really started the prop spinning.

A group of six pilots and their Stearmans will taxi out and park on the grass area along the runway. As they wait for the four or five school buses to arrive, they will wipe the oil off the airplanes, open up the cowling to expose the fuselage, grab their helmets and goggles, and place the American flag in place.

Finally, the children will arrive at the airport to see the planes during the Stearman fly-in week. Each class has the undivided attention of one pilot and his airplane. The function of the airplane and flying is patiently explained to the children. They may try on the helmet and goggles or peek into the cockpit. Everyone is excited—the pilots, the teachers, and most of all the students—and even those standing by and watching something special happening. The questions just keep coming from the kids, even toward the end of the session as they take a short tour to see the rest of the aircraft. By now some of the children might be holding a pilot’s hand or tug-

Author Ed McKeown briefs the kids from the Nielson Elementary school in Galesburg, Illinois, on the actions of the tail surfaces on his Stearman.

VINTAGE AIRPLANE 15

Wayne Witt takes time to answer a few questions from the excited youngsters during his class.

Thanks to an inquiry by founding Nielson Elementary schoolteacher Celia Godsil (photo left) to Tom Forys now deceased; (his widow, also a founding volunteer, Joanne Forys, is in the center), youngsters attending the school have been learning about science and aviation from the pilots and volunteers of the Stearman Fly-In. Founding volunteer Wally Falardeau (right) has been with the program since it began in 1993.

16 APRIL 2011

The kids and their teacher are happily distracted by a fly-by while visiting with American Airlines captain Bob Matthews and his 450-hp Stearman. ging on a pilot’s pants. A yellow biplane flies by, and they jump and point with joy.

Terry Bolger, one of the original pilot volunteers, says, “Without question the day with the kids is the highlight of Stearman week. They are so enthusiastic, happy, and excited; it’s just an awesome experience.”

The following day, the teachers who won the school Stearman ride lottery will return to the airport for a ride with the six pilots with the mission to make several passes over the school. All the staff and students will gather outside to wave and cheer. To date, more than 74 staff and teachers have gone on rides, and they always have a huge smile on their face when climbing out of the plane.

This is the start of a new school year for the students. Teacher Celia Godsil says, “All of these aviation activities start off the school

year for the Nielson community and send the message that we are here to work and succeed. During the school year you may hear children and staff urging each other on, saying, “Hey, all you have to do is try because the sky’s the limit!” This statement is extremely powerful when spoken from one child to another.”

Today, it is apparent and obvious that the willingness of one person to share his gifts has impacted others. More than 2,000 students have made the airport visit during Galesburg Stearman week. Eighteen years later, the Stearman is still the school logo, a song has been written, all the classrooms have been repainted in aviation themes, and the spirit lives on.

Good stories don’t always end the way you want; in aviation vernacular, Tom Forys “flew west” in 2001 due to a medical issue. He is still missed, but his spirit is alive

a n d w e l l . H i s w i n g m a n Wa l l y Falardeau taxied into position to carry on Tom’s legacy. Asked about his efforts, Wally says, “It has been a great experience that has given me many incredible memories.

Maybe some day I’ll meet a pilot who went to Nielson School.”

Tom’s wife, Joanne, is still involved and provides each student with a Stearman pin as a remembrance of their visit to the airport.

Many other pilots and volunteers have stepped forward to carry on.

And now it’s a tradition, and it demonstrates another power of the airplane to motivate, captivate, and make people smile.

One person’s passion for flying becomes the vehicle to help others strive for more.

The fly-in founders, Tom Lowe and Jim Lehy, probably had no idea of what good would come from their efforts to “just bring the guys together to fly.”

VINTAGE AIRPLANE 17

Adventures of a teenage barnstormer BY

RAY GOSS

AS TOLD TO JAMES

P. BUSHA

T

Ray on the day he soloed the OX-5-powered Waco.

18 APRIL 2011

he anniversary of powered flight, a historic event that had been introduced by a pair of bicyclebuilding brothers from Ohio, was already 10 years old when I was born in 1913. As I grew older, so did aviation. I was a toddler in Wisconsin when the “knights of the air” jousted one another with airplanes instead of horses and quickly turned them into killing machines during the “war to end all wars.” Unfortunately, wars between nations never ended, and airplanes just became deadlier fighting machines. But between the great wars, I participated in aviation’s golden years, where I, along with fellow aerial adventurers, flew for the pure joy of flight and a few bucks in our coveralls.

In the summer of 1927, just weeks after Charles Lindbergh made his lengthy takeoff from New York and his landing in Paris, I, too, began my aviation journey. My destination was a lot shorter than his, but nevertheless just as adventuresome to a wide-eyed and carefree 14-year-old boy like me. I hopped on my bicycle and rode the 2 miles to the George A. Whiting Airport in Appleton, Wisconsin [now part of the city of Menasha], where I waited and watched for an airplane to take off or land.

In those days the airfields were all fenced off to keep livestock, deer, dogs, and nosy little kids like me

from running onto the grass strip. I used to make such a pest out of myself as I hung out on the fence for hours at a time. One of the pilots at the airport, Jack Frenzel, had an old Curtiss Jenny on the field. Well, it wasn’t so old back then, but it sure would be today! Anyway, Jack must have felt sorry for me standing by the fence, drooling all over myself every time an airplane took off and landed, and it appeared he finally had enough of me.

I was kind of nervous when he approached me, and I thought he was going to yell at me. Instead he smiled, raised his hand, and motioned for me to come over on the other side of the fence. I was a naïve teenager who thought only pilots, royalty, and the very wealthy could walk on that sacred ground, but suddenly all that meant nothing as I clamored over the fence and hit the ground running! I was handed a pail of water and a rag, and I was allowed to lay my hands on a real airplane and help wash it. I was tickled to death!

That summer seemed to fly by in record time as I became acquainted with the Jenny. It was officially called an OX-5 Curtiss JN-4D Jenny.

Its N-number was NC292C, and for a long time this was the last licensed Jenny in the United States. Later, the newly formed CAA would not re-license it because of its wooden fuselage. None of that mattered to me at the time, as I became infected with an incurable disease.

Jack saw that I was “terminally ill,” too, himself having been bitten by the aviation bug. With no known cure, there’s only one thing left to do. He took me up for my first airplane ride. Sitting in that front cockpit, right behind the big liquidcooled 90-hp OX-5, with my short little body and scrawny neck barely able to look outside of the cockpit was like a dream come true.

Jack opened the throttle and the Jenny hopped, skipped, and jumped over the bumpy grass as we became airborne. With the wind in my face, we flew over the town I lived in and

Jack Frenzel (right) and his Jenny on a cold day in Wisconsin. the entire world suddenly looked different to me. The thing I would never forget is how the wires would sing as we flew straight and level and made shallow turns, dives, and climbs over the curious onlookers below. The sound the Jenny made was like an out-of-tune piano. With so many wires bracing the double wings, crisscrossing one another, the notes changed their tune each time the Jenny changed direction.

When the Jenny’s power was pulled back and Jack pointed the nose toward the ground to land, those round cable wires, which were not very streamlined, began to wail in a harmonious tune. The slower we became, the softer the wires would sing. There were only small glances from side to side as Jack kept his head out of the cockpit, watching the runway ahead. He taught me how to make a good landing by listening to the sounds the wires made and feeling for the ground. I don’t even remember landing as I sat and smiled to myself listening to the engine hiss and moan as the propeller slowly stopped turning.

Another year went by and I became an airport bum, just hanging out washing airplanes and learning what made them tick. I got to know the Jenny pretty good, and I was promoted to aircraft idler. Back then we used 50 weight oil, so the engines would have to warm up for about 15 minutes before the first flight of the day. As the oil circulated through the OX-5, I sat in the Jenny’s rear cockpit like some big-shot pilot ready to go into the wild blue yonder. It made me want to learn how to fly that much more, and only one

thing stood in my way: money, or lack thereof.

In the late 1920s or early 1930s the only way an airport operator could make money was by barnstorming. A lot of the pilots in Wisconsin, and there weren’t that many of them in 1930, stormed the nearest farmer’s field, looking for a paying crowd of people. There were 199 pilots and 175 licensed aircraft flying in Wisconsin at that time. I was allowed to fly with two different operators as I alternated between the West brothers and the Larson brothers, barnstorming around the state. I sold tickets, loaded passengers, gassed and oiled the airplanes, and washed them down when the day was done.

Every open field was a new airport as I spent my summers at county fairs, church picnics, weddings, and wherever a large group of people gathered. We flew Waco 9s and Waco 10s, which carried two paying customers in the front seat. When it was all said and done, for a weekend of flying, I received 10 percent of the gross, which was darn good money back then. Sometimes, though, all the profits had to be put right back into fixing the airplanes, and in one case buying a whole new one.

I was with Jack one weekend in his Waco 10. He had sold his Jenny and upgraded to a newer, faster airplane. The Waco 10 could carry two people up front, affording them the wonderful sights from the air. The going rate at that time was between three and five bucks per person, but flying through white, puffy clouds that dotted the blue sky would of course be extra. A county fair would

VINTAGE AIRPLANE 19

Looking north-northwest over the top of George A Whiting Airport, located at the corner of Airport Road and Appleton Road (Hwy 47) in Appleton, Wisconsin. Founded by the owner of a local paper company in Menasha (which, in 2011, remains one of the few privately owned paper producers still in business), the airport was a hotbed of activity before the creation of the first Outagamie County Regional Airport further to the north. Even today the curved roof hangar in the lower right can still be seen at the corner of the intersection—it’s long been the home of a local hardware store, Kitz & Pfeil. be our next adventure.

Jack and I were expecting big returns as we overflew the Seymour County fairgrounds. A large gathering of people dotted the grounds as we set up shop nearby. The Seymour Fair had been made famous back in 1885 when Charlie Nagreen created the first hamburger there. But now with

the country in a full-blown depression, people had little money to shell out for such extras. Money was scarce and hard to come by, but the groundbound people were starved for a little excitement in their life. Somehow, an airplane ride seemed justified to help forget about life’s problems, even if it was for only 15 minutes.

An interesting mix of aircraft are poised for flight at the Larson Airport, about 9 miles west of Neenah, Wisconsin. The airport opened in 1922.

From left to right, the Waco 9 soloed by Ray Goss, a Thomas Morse Scout, and a Standard J-1. Now a private strip, Larson Airport was the first airport registered with the state in Winnebago County, and one of the first in the state outside of the Milwaukee area. The airport is registered as a Historic Place with the National Park Service.

20 APRIL 2011

Business was good as the locals lined up to fly. Jack flew as I sold tickets, kept the Waco gassed and oiled, loaded and unloaded passengers, and shoved the growing wad of money into my pocket. On the last flight of the day, I wish I had used a bathroom scale to weigh the paying load. It seemed that these two people had enough money to fly and to over-enjoy some of the tasty hamburgers and other food at the fair: The Waco 10 was overloaded.

Jack shoved the throttle to the stops as the Waco lurched forward, hesitated, and began to stagger through the field. He was on the ground for a long time until his wheels finally became airborne— that is, when he crossed the ditch line. Unfortunately, the ditch wasn’t very wide and the Waco sunk back down on the other side as he plowed through the ditch wall. No one was hurt, the passengers got their money back, but it was the end of a fine airplane and a great day of flying.

Although it was an unfortunate event, I soon learned three differ-

Ray soloed this Waco 9 from the Larson Airport. ent things. The first thing I learned was how to rebuild and re-cover airplanes. The second thing I learned was the proper way to fix a temperamental OX-5 engine. Instead of whacking it with a hammer or mallet right away, I was taught how to dismantle it and figure out the problem. If the engine still didn’t run right after that, a gentle, persuasive tap from the hammer usually got it to run smoothly! The third and final

thing I learned was how to fly.

I had saved up enough money from my summers of gypsy living with the barnstormers to buy five hours of flight time. I began to take lessons in the fall of 1931, and my flight instructor was Leonard Larson. Leonard was a seasoned barnstormer, and he along with his brothers labored, created, and built by hand one of the first airports in Wisconsin. Although it was no more

than a large, grass strip cut through a farm field with a few outbuildings that doubled as hangars, it was nonetheless a very active airport.

The field housed Standard J-1s, a Thomas Morse Scout of World War I vintage, Curtiss Jennys, Waco 10s, and the Waco 9 I learned to fly in. The Waco 9 I flew, NC2574, was powered by the same massproduced Curtiss OX-5 engine that had been bolted to countless Jennys like the one I took my first ride in.

The fuselage on the Waco 9 was welded steel tubing, and the wings were all-wood structure. The fuselage, tail group, and wings were completely fabric-covered. The Waco 9 had a dual cockpit with a single seat in the back for the pilot and a bench seat up front that could hold two passengers quite snugly. The Waco 9 was a solidly built airplane for its time and was used by quite a few barnstormers and racers. It was a good roughfield airplane, too, something I ex-

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VINTAGE AIRPLANE 21

Miss Pittsburgh was restored by Merle Zuelke and Ray in the late 1950s.

It can be seen today on display as it hangs from the ceiling of the Landside Terminal of the Pittsburgh International Airport. perienced right before I soloed.

On October 23, 1931, as I sat in the cockpit, warming the OX-5 for another flight, Leonard climbed in front, turned around, and yelled, “Give me a good takeoff and landing and I’ll solo you.” This was the big day. Something I had dreamed about for a long time. I lined the Waco up on the center of the runway and eased the throttle forward as my feet danced on the rudders, keeping the nose centered as the tail came up.

The engine was like a thoroughbred as I climbed to pattern altitude.

As I circled the airport and came up on the downwind leg, the throaty engine noise changed to complete silence, as everything became very quiet. The engine just up and quit! I was still 10 seconds behind Leonard as he instinctively grabbed the stick and pointed the nose down. Glancing from side to side, all I saw was a cow pasture dead ahead, and it was full of cows! Leonard tried to slow it down the best he could as we skipped and skidded through the herd and sloshed around on fresh cow pies.

The cows were spared from becoming the main course at the Seymour Fair as we slid to a stop. Leonard hopped out and found the problem right away: The fuel line had been broken. The cows kept their distance as the airport mechanic rushed over and quickly fixed the problem. I hand-propped the engine, and Leonard flew it out of the pasture as we made our way back to the real airport.

There was no discussion between Leonard and me; heck, there wasn’t

22 APRIL 2011

any time to think about what could have happened to us as Leonard hopped out of the back seat and I hopped in as Leonard patted me on the shoulder and said, “Okay, it’s all yours. Go solo.” I slid my goggles down over my eyes, tightened the chin strap on my leather helmet, and prepared to go it alone. Leonard leaned his head into the cockpit and gave me one last piece of advice: “Oh, by the way. Stay away from the cows!” I half-smiled as Leonard turned and walked away, and I said a little prayer to myself.

I made a couple of landings in front of Leonard’s watchful eye, and he signaled me to come in and land. With almost four and a half hours of flight time under my belt, I was now baptized a new pilot. That was the last time I took instruction.

That was the way flying was in those days. No license, no rules, no regulations, no nothing. There was only one thing left to do, and that was to buy me an airplane.

I found one for sale nearby that had the same OX-5 engine I had become accustomed to and a set of brand new, factory-fresh wings on it. The plane was officially called the H-10 Pheasant and sold new for $2,895. That was way out of reach for a guy like me trying to make a living with a depression going on, so I settled for a used one that set me back $250. It was now time to venture out on my own and barnstorm the state.

I had a lot of experience hawking customers, so all I had to do was look for a family gathering like

a wedding or a picnic and overfly them. To get their attention, I roared the Pheasant over their heads at low level, and with an overabundance of farm fields to pick from I sat the Pheasant down and set up shop.

Back then the farmers welcomed us with our flying machines, and soon crowds would gather to see who the “darn fool was in that aeroplane” that almost crashed into the line of trees. Most of the people were just curious, and it usually took a dare or challenge from two elbowing friends to see who would risk their life first.

Back then, life was worth $3 bucks as the first victim hopped into the front seat. When the crowd saw that I returned this brave soul back to mother earth, most relaxed and stood in line to await their turn. And that was, for a couple of years, the way flying was for me until the war clouds in Europe erupted and the CAA got a lot stricter.

After the CAA officially licensed me, I helped train Navy pilots in the Civilian Pilot Training Program (CPTP), instructing them in N3Ns. After the war I flew bushplanes in Minnesota and Canada for six years and then went into crop dusting in the Midwest. I had 20,000 hours of flight time in my logbook when I stopped counting and probably had more than 25,000 hours total.

In the late 1950s I even restored the same Waco 9 I soloed in for Capital Airlines’ 30th anniversary. It turned out that this aircraft, named Miss Pittsburgh, was one of the three original planes that Capital Airlines started out flying with in the 1920s before being sold to Leonard Larson.

I flew it back home to Pittsburgh on Easter Sunday, 1957, and took one of the original pilots, Merle Moltars, back up on his original mail run from Pittsburgh to Youngstown, Ohio.

But the flight I will always remember was my first, when the Jenny’s wires sang to me, encouraging me to fly. That was a tune I will never forget.

We’ll have more on the Pheasant H-10 biplane in next month’s issue of Vintage Airplane.

A familiar sight in the Midwest is Travel Air NC606K with smoke on and Nick Rezich doing his stuff before a crowd of people admiring his skills as an air show pilot.

My Friend

Frank Rezich Part VII BY

ROBERT G. LOCK

PHOTOS COURTESY OF REZICH FAMILY COLLECTION

Nearing the end of his career in aerospace, Frank was not really happy with jumping around to various jobs, mostly to troubleshoot some type of manufacturing flaw. Frank recalled, “I went back to Rocketdyne on the engine boost program for the shuttle. Then I went to Sunstrand for the B-1B program. Sundstrand built the wing swing mechanics, and it was not working well under load. I also had

the slats/flaps program run by my good friend Dick Spencer. He was building the slat and flap actuators. He later got hired to become the vice president of Sundstrand.

So I went there, and we got that straightened out.”

Frank jumped from one job to another. He was assigned to the Air Research Corporation in Phoenix to consult on an F-16 auxiliary power unit (APU). It had the sec-

ondary power package; it built the turbine APU and Sunstrand built the generator.

Then Frank recalled this story that may be one for the books.

“One day, it was July 4 but I don’t remember what year. I just got to Chicago, and I am getting on the airplane, and the agent comes over paging, ‘Frank Rezich, Frank Rezich. ‘You have a phone call here to get your luggage off the airplane

VINTAGE AIRPLANE 23

A young Frank stands beside NC8115 at the Chicago Municipal Airport ready for flight—cigar and all.

Note the coveralls of “The Mechanic” of the Rezich family. The year was 1942, and the ship was immediately put into the shop as required by the government at the start of WWII. When one thinks about these old airplanes, it can be humbling. The 606K was built in 1929; by 1950 it had 21 years of service on the airframe and engine. It was time for a restoration, so owners sold these types of airplanes at a low price because they did not want to pay to have the airplane rebuilt. That was an ideal situation for the Rezich boys, particularly “money man” Mike.

NC606K when the ship was purchased by Mike in 1950. It is parked at the old Howell Airport in Blue Island, Illinois, just 8 miles straight south of Chicago Muni on Cicero Avenue. It still had the 30-5 wheels and a Wright E2 engine. Frank converted it to the 7.50-10 air wheels shortly after Mike bought it and Nick flew it back to Chicago.

An accomplished pilot and mechanic with a background in manufacturing and a self-taught engineer of the highest quality . . . because you are going in another direction.’

“The boss says, ‘We want you to turn around and go to Lima, Ohio.

We have a qualification test that has to be done this weekend, and they’ll be expecting you. The general manager will meet you at the

24 APRIL 2011

Frank at his Paso Robles hangar with nephew Jim, conducting an inspection on the Culver Cadet that Jim had purchased. The ship passed with flying colors, and Jim flew it cross-country back to his home base at Rockford, Illinois. Jim recalled, “The Culver Cadet I purchased was the same one my dad [Nick] bought new in 1942. The registration number has been changed, but it’s still the same airplane. It was terrific to be able to have Frank go and look at the airplane for me, and get it ready to bring home, where it is based at the Greater Rockford Airport, now listed as the Chicago-Rockford International Airport. The trip home took two and a half days, 20 hours of flying, 107 gallons of fuel, and covered 2,450 miles!”

airport. Get yourself up to Lima, whatever way—rent a car, go by air, whatever the heck you want.’

“I had a blank check for travel!

Okay, I get off the airplane, get a little airplane, go to Dayton, rent a car, and go to the place. Go in there and meet the general manager and the Air Force rep. Where is our inspector…? [I] couldn’t find our rep, so we proceeded. Air Force, are you satisfied we got the test set up correctly? ‘Yes.’ Westinghouse, you okay? ‘Yup!’ Okay, I’ll represent Rockwell, the customer. Let’s go.

“We run the test around the clock; we finally got it all done. The unit is acceptable—flight ready— ship it. Well, we need a Rockwell inspector to sign the acceptance paperwork. Where the heck is he? I don’t know; we tried to find him.

Okay, the heck with it, I’ll sign it!

They shipped the thing, and it goes to the assembly floor at Rockwell.

The receiving inspector looks at the paperwork and says who in the h--l is Frank Rezich? He calls his boss and says, ‘We got the alternator for the engine, but we have Frank Rezich as the inspector; he’s not on our list.’ About six to 10 hours later the phone rings and a voice says, ‘Hey, Frank, how’re you doing?

What’s going on? We want to talk to you about shipping the alternator out of Westinghouse.’ What about it? It passed the test and is perfectly good. Who else you got in the room there? He said, ‘Only a few people, like the director of quality control.’ I said, ‘Oh, hiya, Bill!’ He said, ‘Frank, what the h--l are you doing?’ I said, ‘I’m shipping hardware.’

“He says, ‘Oh, what happened?’

I said, ‘We went to test and tried to find your man; we couldn’t find him anywhere. I wasn’t going to stop when I had the Air Force and the manufacturer—we’re running.’

He said, ‘Frank, did you ever think of calling me at home?’ I could hear my boss chuckle in the background with the guy from manufacturing.

Later on my boss was describing me and said, ‘When the going gets

Frank with daughter Kathy flanked by brother Nick’s son, Jim (right), and Jim’s son, Nick (left). Jim is a 30-plus-year veteran in aircraft maintenance and is second generation, while Nick is a third-generation maintenance professional. The Rezich name is deeply woven into aviation history, having owned Travel Air airplanes from 1936 to the present. Not many families can top this. tough, the tough get going.’”

This lengthy story pretty well sums up Frank’s brilliant career in aerospace manufacturing. His favorite “proverb”—”You don’t ask

for permission; you take it!”

One rarely considers qualification testing, one of the things in the background of building an airplane for the government. Each

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A regular air show visitor, Frank displays a trophy awarded at a West Coast event. He was always at the Friday-evening “early bird” gathering at Merced, where he drew a crowd when telling his flying and mechanic stories from the past.

N8115 and N606K at the San Miguel strip just below Frank’s Flying R Ranch. These Travel Air ships have been in the Rezich family for many years. The house can be seen atop the bluff overlooking the strip.

NC8115 was sold and now resides in England. component built under contract, no matter how small or large, how simple or intricate, must undergo strict qualification testing before it can be installed on the aircraft by the manufacturer. Frank dealt with many suppliers, like Sundstrand, GE, Westinghouse, Air Research, Vickers Pump, and many more. His approach always was getting the job done correctly and to specification.

26 APRIL 2011

Now retired, Frank shares time with his constant companion, Ruth Elvin, and his daughter, Kathy, who resides in West Hills, California, close to the old family home in Woodland Hills. Kathy, now a private pilot, is checked out in Frank’s Cessna 182 so they can fly together.

Frank Rezich has enjoyed an action-packed career in the aviation business. An accomplished pilot and mechanic with a background

in manufacturing and a self-taught engineer of the highest quality, he is recognized wherever he travels. I know firsthand because Frank and Kathy flew with me on the 2003 National Air Tour and the 2006 American Barnstormers Tour.

Now it is time to share a few more stories and pictures from Frank. Enjoy!

Mike Rezich purchased a Travel Air D4D from Andy Stinis in 1950 because he wanted a betterperforming airplane than the Wright J-5-powered ships. It was a sister ship to the Pepsi Skywriter, NC434N. NC606K was to become famous as brother Nick flew the airplane on the air show circuit and at EAA Rockford and Oshkosh.

Nick was the “voice of EAA” during the air show events and much has been written about his exploits (“Reminiscing With Big Nick”). He operated a tavern near the Old Chicago Municipal Airport, now Chicago Midway, where he, Mike, and Frank grew up and began their aviation careers. Just think, at one time, there could have been the three Rezich boys working together, but not directly in aviation. There was Mike, who owned a beer distributorship; Nick, who owned the Pylon Club tavern; and Frank, who was driving the delivery truck bringing Blatz beer to stores in the local area. You wonder if the three beer-related careers ever crossed…

During this time Mike wanted to advertise his beer-distributing company and Blatz beer, so he had a decal made to put on the side of the fuselage, since 606K was really his airplane. Nick’s son Jim recalled, “There are two photos of NC606K with the Blatz beer emblem on the side. One was taken in the 1950’s when the airplane was blue with a yellow stripe. The other was taken when Frank first got 606K to California, but I believe the beer business was over or very close to it, and Mike was now divorced.”

Next, Frank on the 2003 National Air Tour and the 2006 American Barnstormers Tour.

Vintage Instructor THE

BY Steve Krog, CFI

It’s a new season for flying— are you ready?

Here’s the scenario. You are en route to a fly-in several hundred miles from home. Your trusty airplane is running like a Swiss watch, the GPS indicates you’re exactly on course, the air is smooth, and visibility is approximately 8 miles with haze. Can life get much better?

Then you notice a wisp of a cloud rapidly slide under your left wing, then another, and another. No problem, though—the GPS indicates that you are still on course. Just after completing another scan of the engine instruments and the GPS and settling back into your seat, the wispy clouds become more pronounced.

The wisps have become scattered clouds for as far as the eye can see. This certainly wasn’t in the computer briefing you reviewed at home two hours prior to takeoff and one hour into your flight.

You begin to think, “What did that briefing really tell me?” not recalling any mention of possible bad weather developing. It was supposed to be a clear, sunny day, perfect for taking your grandson along to his first real fly-in.

A few more minutes pass. The scattered clouds begin to thicken, becoming broken. Although you feel a hint of alarm, and a small pit in your stomach makes its presence known, you think to yourself, “This really shouldn’t be a problem.” After all, you’re only another 40 miles from destination. And you can still see the ground through the broken layer of clouds.

Following another quick scan of all instruments determining that all is fine, you take a deep breath and settle back in the seat. Then the GPS screen goes blank, and you quickly determine it is inoperable.

Now what are you going to do?

Has this or a similar situation ever happened to you? It’s quite easy to become complacent with the introduction and use of the GPS. It is never wrong, and as long as you stay on the course line, you’ll end up over the top of your destination airport, right?

Naturally, as a good, safe pilot, you took a deep breath, scanned the current Sectional Chart on your lap, determined approximately where you were located, assured yourself that you were near neither obstructions nor controlled airspace, found a comfort-

able break in the clouds, and then descended below the developing cloud layer.

But you aren’t a completely safe pilot today.

Taking the GPS for granted, you never bothered to find your current Sectional Chart and place it near you for this flight. Trying to act nonchalant and comfortably in command, you quietly begin looking around the cockpit. There must be a Sectional Chart in here somewhere. Unable to locate the map, you ask your grandson to hop over the seat and get the map from the seat-back pocket behind you. You’re certain that is where you last saw it.

The descent through the hole in the clouds is uneventful. Your grandson was in awe as he watched the building clouds flash by the right wingtip. “This is really fun, Gramps. I’ve never flown in clouds before,” he tells you.

After breaking out of the clouds, reality strikes; visibility is only an estimated 4 miles with haze. Now you ask yourself, “Should I continue the flight or turn around and head for home?” But a quick glance over your left shoulder tells you a 180-degree turn may no longer be an option. The horizon is dark with rapidly building cumulonimbus clouds. “Where did they come from?” you think to yourself, not recalling anything in the forecast for scattered thunderstorms.

It’s then that you realize you really didn’t get a good weather briefing at all. Wanting badly to make the flight with your grandson, you were concerned only with seeing VFR and light surface winds in the computer forecast you viewed.

Now what are you going to do?

How many of you keep a current Sectional Chart in your airplane? Do you have it out, readily available, and follow along, even on short, simple flights?

Even when completely relying on the GPS? Be honest with yourself!

Virtually all who fly antique airplanes closely follow the Sectional Chart even when supplemented by a good handheld battery-operated GPS. Classic airplane pilots usually do the same. But contemporary aircraft pilots, at least many that I fly with, rely heavily on the GPS. Remember though, anything mechanical or elec-

VINTAGE AIRPLANE 27

trical can and will fail at some point, usually when the use of same is most critical.

All of us, during the course of flight training and regular flight reviews, have been trained to read a Sectional Chart. Unless you’ve thoroughly studied the new charts, however, you’ll find there are many numeric and symbol changes.

Let’s assume you were the pilot in the above example. After a quick look at the Sectional Chart locating your approximate position, your altimeter indicates 2,200 feet MSL, but you notice this symbol: 24.

What is it telling you?

Should you be concerned?

Are you safe to continue your route of flight at 2,200 feet?

The numerical symbol is known as the maximum elevation figure (MEF) and represents the highest elevation, including terrain and other vertical obstacles (towers, trees, etc.), within a quadrant.

In the determination of MEFs, extreme care is exercised to calculate the values based on the existing elevation data shown on source material. When a manmade obstacle is more than 200 feet above the highest terrain within the quadrant, determining the MEF is done by the following procedure: Determine the elevation of the top of the obstacle above MSL. Add the possible vertical error of 100 feet to the source material of the above figure.

Round the resultant figure up to the next higher hundred-foot level.

EXAMPLE: Elevation of obstacle top (MSL) = 2,245 feet Possible vertical error = +100 feet

28 APRIL 2011

Equals 2,345 feet Raise to the following 100-foot level = 2,400 feet Maximum Elevation Figure (MEF) = 24 When a natural terrain feature or natural vertical obstacle such as a tree or peak is the highest feature within the quadrangle: Determine the elevation of the feature.

Add the possible vertical error of 100 feet to the source of the above feature.

Add a 200-foot allowance.

Round the resultant figure up to the next higher hundred-foot level.

EXAMPLE: Elevation of obstacle top (MSL) = 2,245 feet Possible vertical error = +100 feet Equals 2,345 feet Raise to the following 200-foot level = 2,400 feet Maximum Elevation Figure (MEF) = 25 Pilots should be aware that while the MEF is based on the best information available, the figures are not verified by field surveys.

The current Chicago Sectional Chart, the map covering the area where I do most of my flying, states that the effective date began on October 21, 2010 and expires on May 5, 2011. In many respects the chart is already obsolete on the day of effectiveness. The data contained in the map was compiled approximately 60 days before the chart was issued. As fast as windmills and telephone towers can be erected today, there is always a chance of encountering a new obstruction not yet added to the Sectional Chart.

When was the last time you were headed for home in low, overcast, marginal-visibility conditions depending on an altimeter that has probably not been checked for accuracy in years to keep you from colliding with obstructions?

Another symbol that has begun to appear on a lot of Sectional Charts is this:

This group, indicating multiple obstructions of less than 1,000 feet AGL, denotes a windmill farm. Located near the blue symbols is a rectangular blue box.

The information contained within the box provides you with the elevation of the highest of the windmills within the cluster. However, if the letters “UC” are contained within the box as shown in this example, it is telling you that the height is unverified. Use caution and give them wide berth when flying near a windmill farm.

The examples I’ve provided are just a few of the chart symbols, and in some cases changes and, yes, even chart misinterpretations, that I’ve recently encountered when conducting a flight review. I highly recommend that everyone who uses, or should be using, a VFR Sectional Chart visit the FAA website and download a copy of a publication titled Aeronautical Chart User’s Guide, 9th Edition. You can easily find it by visiting the website address below: http://AeroNav.faa.gov/index.asp?xml=aeronav/ applications/digital/aero_guide.

Once you’ve opened this site, download the following two documents. Both are available in a PDF format.

Just click on PDF, and let your computer do the rest. Be sure to save both documents for review whenever you have time.

Introduction to VFR Symbols (2.3 MB) . . . . PDF VFR Chart Symbols (10.2 MB) . . . . . . . . . . . . .PDF As pilots we represent less than one-tenth of 1 percent of the U.S. population. Consequently, we all have a responsibility to conduct every flight as safely as possible. Every aircraft incident/accident reported by the local media is generally blown far out of proportion, drawing a lot of negative attention. Have fun on every flight, but remember to fly safely, protecting the pleasure of flight for others.

VINTAGE AIRPLANE 29

Vintage Mechanic

THE

BY ROBERT G. LOCK

Vibrations, Part I Vibration is a constant nemesis for aircraft, particularly for the older ships that have little or no means of damping such vibrations.

Vibrations are associated with both the airframe and powerplant, but it is the propeller, powerplant, and accessories that cause much of the vibration levels mechanics must troubleshoot and remedy.

Learning how to identify and deal with vibration is a highly technical subject. Unless the mechanic can operate or fly in the airplane to witness a vibration problem, it is very difficult to solve problems based on a pilot’s description.

Before entering into my discussion, I would be remiss not to provide a description of a most extensive investigation of vibration between two aerospace vehicles I have ever seen. Before NASA began to flight-test the space shuttle Enterprise, the shuttle was mated atop NASA 905, a highly modified Boeing 747-200 obtained from American Airlines.

In the largest hangar at Edwards Air Force Base in California, the 747 was placed on jacks while various modes of vibration were introduced into the structures. Everything was monitored to see what vibration would be transferred to the shuttle and what vibrations the shuttle would transfer back to the 747.

It was a magnificent display of the science of vibration, and one of the most memorable experiences of

30 APRIL 2011

NASA

The first air launch of space shuttle Enterprise from NASA 905, a highly modified Boeing 747-200, over Edwards AFB on California’s Mojave Deser t. The pilot was Fitz Fulton, the copilot was Tom McMurtry, and the flight engineer was Don Malic. my aviation career. I was at Edwards to view the first “captive” flight and landing of the 747 with shuttle attached. Later I went back to witness the first air launch of Enterprise, as seen in the photo above.

The most common terms used in the discussion of vibrations are outlined below.

Simple harmonic motion: An example of a simple harmonic motion is the swing of a clock pendulum.

Aircraft components that rotate all have one or more harmonic vibration frequencies.

Fr equency: The frequency of motion is the number of cycles or complete oscillations occurring in

any definite period of time. This is usually given in terms of “per minute” or “per second.” Common reference will be “low frequency, medium frequency, and high frequency.” The common unit for frequency measurement is “hertz.”

One hertz equals one cycle.

Period: The time for one complete oscillation to occur, usually expressed in terms of “per second” or “fractions of a second.”

Amplitude: The length or width of one complete oscillation cycle.

Amplitude can be the severity of the vibration, such as low, medium, or high amplitude. Amplitude is measured in “inches per second” by ac-

celerometers and is expressed using the “IPS” scale. Zero is perfect balance, while large numbers (such as 0.7 to 1.0) express high amplitude.

Exciting force or deflecting force: Any unbalanced force that can produce vibrations is an exciting or deflecting force.

Natural frequency: The natural frequency of any body or structure is the frequency at which the amplitude of vibration or the body or structure is at maximum.

Node: The point or points in a vibrating body free from vibration are the nodes. For example, a cable that is vibrating may have one or more points that have no appreciable motion.

Resonance: Vibration produced in a body or structure by a periodic force having the same period as the natural period of the body or structure is called resonance. An example of resonance is that of a simple swing. A succession of light pushes exerted upon a person in a swing will, when properly timed, cause the swing to move through an increasingly larger arc. If an equal number of pushes were exerted upon the person in a swing at random intervals, the result would be very little motion.

Normal vibration: Rotating parts in the airframe or powerplant have patterns of vibration that are normal to their operation and cannot be removed by balancing.

Sympathetic vibration: Vibration of a component, either airframe or powerplant, caused by another part in physical contact. Frequencies

must be close to the same.

Illustration 2 shows a rotating pendulum that scribes a sine wave of vibration. The time required to complete one cycle is called the period. The number of complete cycles occurring per second is called the frequency (hertz).

The distance from the midpoint to maximum displacement is called the amplitude (Y and Y’). The distance of the vibrating point from the midpoint at any particular time is called displacement (p’ is point a).

I taught rotary wing subjects at the college for many years using a Bell H-13G, a Bell 206B3, and a Hughes 269A. All rotary wing craft have vibratory problems, particularly the older ships. Modern helicopters have incredible vibration damping and isolation qualities.

But all vibrations were termed low, medium, and high frequency, and the source could be isolated, particularly with the older Chadwick system, and more recently, the digital electronic system such as Vibrex.

In general, exciting forces of low frequency cause greater vibration.

Vibrations of low frequency are most noticed by pilots and may be reported as “roughness.” Vibrations of high frequency may be defined as vibrations, the source of which is multiples of the engine, propeller speed, or a problem accessory.

They exist at twice and up to 10 times engine crankshaft speed.

They are not extremely serious if their amplitude is low, but if their amplitude is high, excessive stresses

may be set up in component parts of the engine, propeller, accessories, and aircraft structure.

It is this type of vibration that causes breakage of control rods, loosening of nuts and fasteners, excessive wear in accessories, and under extreme conditions, breakage of components. The principle sources of high-frequency vibrations are inaccuracies in propeller balance, track, and pitch (particularly with direct-drive engines), reacting of propeller blade frequency on the airplane structure through the slip stream, engine first- and second-order unbalance, engine cylinder firing frequency, and engine first-order torsional reaction due to inequali-

ILLUSTRATION 4

ILLUSTRATION 2 ILLUSTRATION 3 VINTAGE AIRPLANE 31

ties of ignition and fuel distribution.

Perhaps the easiest set of vibration modes to understand is that of the propeller. At overhaul the propeller is statically balanced both spanwise and chordwise. Static balancing of a propeller is completed on a balancing stand and is done by adding weight to blade shanks or by removal of a small amount of metal from the heavy blade. Wood props are balanced by adding more varnish to the light blade to bring the prop into spanwise balance. Illustrations 3 and 4 detail the horizontal and vertical balancing of a ground-adjustable propeller.

Illustrations 3 and 4 are obtained from the Hamilton Standard Propeller handbook, dated 1930. The method of prop balancing has not changed appreciably since the earliest days of propeller manufacturing. The closer a technician gets to perfect balance, the lower the vibration level produced by the propeller. The propeller manual states, “If the propeller is out of balance, the light blade is removed from the hub and a small amount of heavy metal is placed into the bore of the blade end.” Note that every time weight is added to the blade end, the hub must be disassembled.

Further, the manual states, “Perfect balance with the blades in the vertical position can be secured by adjusting the clamping rings.

The eccentric weight of the bolts is sufficient to correct the unbalance, when the rings are shifted to one side. The bolt always should be moved toward the light side of the propeller until perfect balance is secured.”

Dynamic balancing assumes the propeller is operating on the engine. There is a substantial difference between static and dynamic balance. Dynamic propeller balance can only be achieved using special balancing equipment, which is rarely done on an old ship with a radial engine.

Illustration 5 shows a schematic of a three-blade propeller that is statically and dynamically out

32 APRIL 2011

of balance. In the schematic the numbers show the out-of-balance condition of the vertical blade. A digital dynamic balancer using accelerometers would show a similar scenario. Ten would represent 1 inch per second (IPS) of vibration.

A reading of zero on the IPS scale would be perfect balance, which is almost impossible to achieve, therefore the lowest possible IPS number (0.02) would represent the best balance possible. As weight is removed from the heavy blade(s) and is added to the light blade, the circle will move to coincide with centerline of the hub and therefore the crankshaft.

If one could see the crankshaft rotation with an out-of-balance propeller, it would resemble a circle that is off-center from the hub.

This is what is introduced into an engine crankshaft when a propeller is not balanced correctly. The crankshaft tries to “wobble,” setting up a vibration that is transferred from the crankshaft to the engine case, to the engine mount and into the airframe.

This same concept happens in a helicopter main rotor, except that compared to a radial engine, the main rotor turns slowly. Main ro-

tor rpm may be as low as 290-320 for a Bell 47 and would be classified as a low-frequency vibration (on a two-blade rotor system it would be one cycle per revolution or 290-320 cycles per minute, the vibration being felt in the cyclic stick and a sideto-side movement in the fuselage.

Tail rotor rpm is 1920, and an out-ofbalance condition would be classified as a high-frequency vibration (on a two-blade rotor system it would be 1920 cycles per minute or 32 cycles per second), the vibration being felt in the tail rotor control pedals.

In rotorcraft, abnormal vibrations fall into three ranges: low frequency (100 to 400 cycles per minute), medium frequency (1,000 to 2,000 cycles per minute), and high frequency (2,000 cycles per minute and higher).

Assuming that a radial engine would be operating at 1800 rpm, an out-of-balance condition would cause a one-beat-per-revolution vibration (vibration would be 1800 cycles per minute or 30 cycles per second). The greater the amplitude the greater the vibration felt in the airframe. Propeller out of balance is always rpm sensitive; increase the rpm and the vibration increases, while reducing rpm reduces the vibration.

ILLUSTRATION 5

ILLUSTRATION 6 I remember a vivid example of the art of static-balancing a propeller. Peter Precissi in Lodi, California, balanced his McCauley propellers used on the Precissi Brothers Travel Air 4000 dusters, powered by Continental W-670 radial engines.

I f l e w m y Tr a v e l A i r 4 0 0 0 , NR3670, from Lodi to Selma, California, behind one of Peter’s Continental engines and McCauley props. It was the smoothest combination I’ve ever flown. Peter would static-balance his props by slowly adding steel wool to a blade shank, and then would get the last bit of balancing by adding one or more coats of paint to the light blade. His props were impeccably balanced, the mark of a true craftsman.

Illustration 6 shows setting blade pitch using a propeller bench specifically designed for this task. The propeller setting is usually specified as the blade angle at a point 42 inches (known as the 42-inch station) from the centerline of the rotating axis. This rule cannot be applied for very small or very large propellers.

Interestingly, Hamilton Standard Propeller states, “When it is desirable to change the rpm of the engine at full throttle by adjusting the pitch of a ground adjustable

or variable pitch propeller, the following general rule may be applied. The engine will slow down 60 rpm for each degree of increase in pitch and will speed up 60 rpm for each degree of decreased pitch.”

This step, plus exact balancing, will give the smoothest propeller operation.

The final step will be to install the propeller on the aircraft and check its track.

Here, Hamilton Standard Propeller states, “The running, or dynamic balance of the propeller is ordinarily roughly checked by testing the ‘track’ of the propeller. The propeller is mounted on the engine or in a suitable mandrel, and the blades are swung through an arc of 180 degrees. Both blades should pass through exactly the same patch, and the amount by which they fail to do so is the error in track. Hamilton Standard propellers are set very accurately at the factory, the two opposite blades being set to correspond to within 1/10 of 1 degree. It is not always possible to set these blades accurately in the field, but it is recommended that an effort be made to keep the angle of the two blades alike within 2/10 of 1 degree.”

FAA AC43.13-2A recommends a maximum out-of-track condition of 1/16 inch (plus or minus) from the opposite blade’s track.

One last thought regarding propeller vibration is contained in FAA AC20-66A. It states, “One of the worst operating environments for a propeller is on the ground when the airplane is not moving and the wind is blowing from the side to behind the propeller disc. This type operation is known as ground

crosswind operation. Under this type of condition the flow into the propeller is constantly changing and many excitation orders occur: 1P, 2P, 3P, 4P, etc.”

Engine vibrations transferred to the airframe can be caused by several factors. Radial engines of three-, five-, and seven-cylinder design have “power lag.” Power lag means that there is a lag between the firing of each cylinder, which causes natural roughness of the engine.

Nine-cylinder engines have “power overlap,” which means that there is always a cylinder firing; therefore nine-cylinder radial engines tend to operate more smoothly than sevencylinder radial engines. When making a run-up check, if spark plug(s) are not firing properly, the indication will be a vibration with impulses one-half engine rpm.

To conclude our preliminary discussion of vibrations, the propeller blade frequency can and will react on the airplane structure through the slipstream. This type of vibration can be introduced into the aft fuselage, particularly the horizontal and vertical tail surfaces, which produce some very strange vibration. In some cases these vibrations can be of relatively high amplitude, enough to cause discomfort and concern.

Early designers did not understand this phenomenon because there was no wind tunnel data to show possible vibration modes. In most cases this type of vibration cannot be removed, and if it persists, maintenance personnel should conduct close examination of attachment points on the horizontal and vertical stabilizers and also attachment points of elevators and rudder at regular intervals. Illustration 7 depicts propeller slipstream.

I have flown several different types of aircraft, and they all vibrate and all differently. A biplane will show ground vibrations that are transferred into the flying and landing wires, mostly at rpms from idle up to magneto check speed.

Each ship will have strange vibra-

VINTAGE AIRPLANE 33

ILLUSTRATION 7 tory modes during engine warm-up.

Vibratory modes can be caused by airflow over the aircraft surfaces.

Buffeting has been defined as an irregular oscillation of a part of an airplane caused by the eddying wake from some other member. A predominate eddy frequency does exist, and the resonant effects may be experienced by the tail surfaces from the wake of the wing. Unlike flutter, buffeting is not always a destructive phenomenon. Its occurrence on tail surfaces, however, may prove to be a decided nuisance and a source of structural fatigue and wear.

More on vibrations in a future article.

Resources: Elements of Technical Aeronautics, 1942. New York National Aeronautics Council, (Figure 6) Hamilton Standard Propellers, 1930. Hamilton Standard Propeller Corporation (Figure 2, 3 and 5) Airplane Maintenance, 1940. Hubert G. Lesley, Maintenance Engineer, Eastern Air Lines (Figure 4) Basic Science for Aerospace Vehicles, 1972. James L. McKinley and Ralph D. Bent (Figure 1)

Have a comment or question for Bob Lock, the Vintage Mechanic?

Drop us an e-mail at vintageaircraft@eaa.org, or you can mail your question to Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903.

What Our Members Are Restoring

Are you nearing completion of a restoration? Or is it done and you’re busy flying and showing it off? If so, we’d like to hear from you. Send us a 4-by-6-inch print from a commercial source (no home printers, please—those prints just don’t scan well) or a 4-by-6-inch, 300-dpi digital photo. A JPG from your 2.5-megapixel (or higher) digital camera is fine. You can burn photos to a CD, or if you’re on a high-speed Internet connection, you can e-mail them along with a text-only or Word document describing your airplane. (If your e-mail program asks if you’d like to make the photos smaller, say no.) For more tips on creating photos we can publish, visit VAA’s website at www.vintageaircraft.org. Check the News page for a hyperlink to Want To Send Us A Photograph?

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34 APRIL 2011

Upcoming Major Fly-Ins AERO Friedrichshafen

Messe Friedrichshafen, Friedrichshafen, Germany April 13-16, 2011 www.AERO-Friedrichshafen.com/html/en Virginia Regional Festival of Flight

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Yuba County Airport (MYV) Marysville, California June 10-12, 2011

There’s plenty more

www.GoldenWestFlyIn.org Arlington Fly-In

Arlington Municipal Airport (AWO) Arlington, Washington July 6-10, 2011

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www.ArlingtonFlyIn.org EAA AirVenture Oshkosh

Wittman Regional Airport (OSH) Oshkosh, Wisconsin July 25-31, 2011 www.AirVenture.org Colorado Sport International Air Show and Rocky Mountain Regional Fly-In

Rocky Mountain Metropolitan Airport (BJC) Denver, Colorado August 27-28, 2011 www.COSportAviation.org Mid-Eastern Regional Fly-In

Grimes Field Airport (I74) Urbana, Ohio September 10-11, 2011 http://MERFI.com Copperstate Fly-In

Casa Grande Municipal Airport (CGZ) Casa Grande, Arizona October 20-22, 2011 www.Copperstate.org

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Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (classads@eaa.org) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086.

MISCELLANEOUS www.aerolist.org, Aviations’ Leading Marketplace.

Retractable Tiedown Plans. Hand prop, get in plane, release and retract tiedown and store it in plane. vetdrem@hotemail.com

Southeast Regional Fly-In

Middleton Field Airport (GZH) Evergreen, Alabama October 21-23, 2011 www.SERFI.org For details on hundreds of upcoming aviation happenings, including EAA chapter fly-ins, Young Eagles rallies, and other local aviation events, visit the EAA Calendar of Events located at www.EAA.org/calendar.

SERVICES Always Flying Aircraft Restoration, LLC: Annual Inspections, Airframe recovering, fabric repairs and complete restorations. Wayne A. Forshey A&P & I.A. 740-472-1481 Ohio and bordering states.

Biplane Builder Ltd. Restoration, fabric, paint, fabrications, paperwork with 53 completed projects, Wacos, Moth’s, Champs, Pitts etc. Test flights and delivery. Indiana 812-343-8879 mike@biplanebuilder.com, www. biplanebuilder.com.

Bully Aeroplane Works and A i r s h o w s p ro v i d e s c o m p l e t e airman estate and aviation collection services without the hassle and invasiveness of on-site auctions. We specialize in antique, aerobatic, and experimental aircraft and parts. References available.

Contact Eric Minnis at 336-2638558 or ericminnis@yahoo.com

VINTAGE AIRPLANE 35

by H.G. FRAUTSCHY

MYSTERY PLANE This month’s Mystery Plane comes from David Nixon.

It is of foreign manufacture.

Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than May 15 for inclusion in the

July 2011 issue of Vintage Airplane.

You can also send your response via e-mail. Send your answer to mysteryplane@eaa.org. Be sure to include your name plus your city and

state in the body of your note and put “(Month) Mystery Plane” in the subject line.

JANUARY’S MYSTERY ANSWER We enjoy your suggestions for Mystery Planes—in fact, more than half of our subjects are sent to us by

members, often via e-mail. Please remember that if you want to scan the photo for use in Mystery Plane,

it must be at a resolution of 300 dpi or greater. You may send a lowerresolution version to us for our review, but the final version has to be at that level of detail or it will not print properly. Also, please let us know where the photo came from; we don’t want to willfully violate someone’s copyright.

Our January Mystery Plane came to us via Wes Smith of Springfield, Illinois. Our first answer submitted was from Hillis Cunliffe of Millbrook, Alabama: “The January Mys-

36 APRIL 2011

tery Plane is the SAL KZ IV designed specifically for use by the Danish Air Ambulance Service.”

Via e-mail we received this reply from Lars Gleitsmann of Anchorage, Alaska: This wonderful little twin is the Danish Kramme and Zeuthen KZ IV, a really nice, good flying STOL medevac bird; one is still airworthy!

Steel tube fuselage, wooden wings and tails, fabric all over…note the Danish flag under the wing and on the vertical tail/rudder. The flying museum that owns the survivor is in Stauning, on Jutland’s North Sea coast…where Dansk Veteranflysamling (The Danish Collection of Vintage Aircraft) runs a great show!

Very nice people. Links about it exist: http://en.Wikipedia.org/wiki/ Skandinavisk_Aero_Industri and www.DanFly.dk/KZ4.html.

All the KZ planes were great wellflying and well-built airplanes; two thumbs way up on them!

Jack Erickson, adds: The subject is the Skandinavisk Aero Industri A/S (SAI) KZ IV registered OY-DIZ. It was designed and built in Sluseholmen, Sydhavnen, Copenhagen, Denmark. My information is from Jane’s All the World’s Aircraft for 1947, which includes the same photo which Wes Smith provided for Vintage Airplane. Quoting from Jane’s: “The KZ IV was built during the German occupation of Denmark to the designs of K.G. Zeuthen. It was produced originally to the requirements of the Zone-Redningskorp, the Danish first aid organization, as an ambulance, but it is also convertible to a passenger and cargo aircraft. The KZ IV is not in series production.”

The twin four-cylinder inverted inline engines are 130-hp de Havilland Gipsy Majors. The aircraft structure was, of strategic necessity, wood, covered with plywood, except for fabric on the tail control surfaces.

As an ambulance, the crew was a pilot, co-pilot, two stretchers (above and below each other with an attendant for each). The “ZONEN” on the nose in the photo apparently is an abbreviation for Danish first aid.

There is extensive coverage of the KZ IV on various websites. OY-DIZ had construction number (c/n) 43 and has been restored along with a second KZ IV, c/n 70, OY-DZU built in 1949. Viggo Kramme was a designer along with Karl Gustav Zeuthen, and the designation KZ includes both. Both aircraft had illustrious careers, especially the first which made a mercy flight to Berlin carrying Folke Bernadotte, the distinguished Swedish count who negotiated with Heinrich Himmler for the safe release of all Danish

prisoners in Germany during the latter days of World War II. There are also several excellent color photos on the Internet of both restored KZ IV aircraft. “Folke Bernadotte” is painted on the nose of OY-DIZ in honor of his humanity and his flight on the aircraft. Other correct answers were received from Toby Gursanscky, Sydney, Australia; Wayne Muxlow, Minneapolis, Minnesota; and, of course, Vintage Airplane’s longtime expert on the aircraft from Denmark, our own Norm Petersen of Oshkosh, Wisconsin.

The Superman plastic travel mug keeps drinks warm and fits nicely into most car beverage holders. Holds 16 oz.

Travel Mug PLU 5265833800000

$9.99

Telephone Orders: 800-843-3612 From US and Canada (All Others Call 920-426-5912)

Or send to: EAA Mail Orders, P.O. Box 3086, Oshkosh, WI 54903-3086 Limited supplies available. *Shipping and handling NOT included. Major credit cards accepted. WI residents add 5% sales tax.

VINTAGE AIRPLANE 37

Women’s Web Belts

$9.95*

Choose from an array of bright colors with a silver tone buckle which has the VAA logo lasered on the front.

52651252 Navy 52651254 Olive 52651255 Red

Plush Planes

$25.95*

These darling 11 inch plush toys have several features.

Just squeeze the button in the hand and the propeller spins, lights up, and the song is played!

5265753300000 Love Letters bear sings “Top of the World.”

5265753400000 Hare Mail bunny sings “Here comes Peter Cottontail.”

Ladies Stone-Color Polo

$29.95*

100% Peruvian Pima cotton with rib knit cuffs, this polo has a feminine fit. Collar is a delicate y-collar with a two-button placket.

SM 5265692402081 MD 5265692403081 LG 5265692404081 XL 5265692405081

Starts, Stripes and VAA Great for the cooler night outtings this casual fun long sleeve shirt is made of cotton. Comes in red or blue.

SM Red 52635909 MD Red 52635906 LG Red 52635907 SM Blue MD Blue LG Blue

52635905 52635902 52635903

$35.95 SALE $17.50*

38 APRIL 2011

52651256 Fucia 52651257 Yellow 52651258 Green 52651259 Grey

Sleep Shirt Cover-up Three choices for color, this soft cotton night shirt is roomy and comfortable. One size ďŹ ts most.

Pink 52651220 Mint 52651221 Grey 52651223

$14.95

SALE $10.95*

Picnic Set for Two Enjoy the outdoors. Get in the plane and stop for lunch with this simple to go picnic set for two. Includes thermos, cups, napkins, utensils and more. Great gift for weddings and anniversaries.

52658559

$29.99*

$12.99* SALE $6.99* Tagless Youth Tee Screened print t-shirt with DC-3 anniversary image in navy is a youth t-shirt that will be great for summer.

YM 5265840703061 YLG 5265840704061

Opal Blue Izod Shirt Perfect for warmer weather ying.

Classy, casual combed cotton shirt is pill resistant. Small VAA logo is displayed on the left sleeve.

SM 5265339102060 MD 5265339103060 LG 5265339104060 XL 5265339105060

$29.95* www.shopeaa.com/vaa Telephone Orders: 800-843-3612 From US and Canada (All Others Call 920-426-5912) *Shipping and handling NOT included. Major credit cards accepted.

WI residents add 5% sales tax.

VINTAGE AIRPLANE 39

VINTAGE AIRCRAFT ASSOCIATION OFFICERS President Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 260-493-4724 chief7025@aol.com

Vice-President George Daubner N57W34837 Pondview Ln Oconomowoc, WI 53066 262-560-1949 gdaubner@eaa.org

Secretary Steve Nesse 2009 Highland Ave. Albert Lea, MN 56007 507-373-1674 stnes2009@live.com

Treasurer Dan Knutson 106 Tena Marie Circle Lodi, WI 53555 608-592-7224 lodicub@charter.net

DIRECTORS

Steve Bender 85 Brush Hill Road Sherborn, MA 01770 508-653-7557 sst10@comcast.net

Dale A. Gustafson 7724 Shady Hills Dr. Indianapolis, IN 46278 317-293-4430 dalefaye@msn.com

David Bennett 375 Killdeer Ct Lincoln, CA 95648 916-952-9449 antiquer@inreach.com

Jeannie Hill P.O. Box 328 Harvard, IL 60033-0328 815-943-7205

Jerry Brown 4605 Hickory Wood Row Greenwood, IN 46143 317-422-9366 lbrown4906@aol.com Dave Clark 635 Vestal Lane Plainfield, IN 46168 317-839-4500 davecpd@att.net John S. Copeland 1A Deacon Street Northborough, MA 01532 508-393-4775 copeland1@juno.com Phil Coulson 28415 Springbrook Dr. Lawton, MI 49065 269-624-6490 rcoulson516@cs.com

Espie “Butch” Joyce 704 N. Regional Rd. Greensboro, NC 27409 336-668-3650 windsock@aol.com Steve Krog 1002 Heather Ln. Hartford, WI 53027 262-966-7627 sskrog@aol.com Robert D. “Bob” Lumley 1265 South 124th St. Brookfield, WI 53005 262-782-2633 lumper@execpc.com S.H. “Wes” Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414-771-1545 shschmid@gmail.com

DIRECTORS EMERITUS Robert C. Brauer 9345 S. Hoyne Chicago, IL 60643 773-779-2105 photopilot@aol.com

Charlie Harris PO Box 470350 Tulsa, OK 74147 918-622-8400 cwh@hvsu.com

Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 920-231-5002 GRCHA@charter.net

E.E. “Buck” Hilbert 8102 Leech Rd. Union, IL 60180 815-923-4591 buck7ac@gmail.com

Ronald C. Fritz 15401 Sparta Ave. Kent City, MI 49330 616-678-5012 rFritz@pathwaynet.com

Gene Morris 5936 Steve Court Roanoke, TX 76262 817-491-9110 genemorris@charter.net

John Turgyan PO Box 219 New Egypt, NJ 08533 609-758-2910 jrturgyan4@aol.com

TM

Membership Services Directory Enjoy the many benefits of EAA and EAA’s Vintage Aircraft Association

TM

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 Phone (920) 426-4800

Fax (920) 426-4873

Web Sites: www.vintageaircraft.org, www.airventure.org, www.eaa.org/memberbenefits E-Mail: vintageaircraft@eaa.org

EAA and Division Membership Services (8:00 AM–6:00 PM Monday–Friday CST) membership@eaa.org 800-564-6322 FAX 920-426-4873 www.eaa.org/memberbenefits •New/renew memberships •Address changes •Merchandise sales •Gift memberships EAA AirVenture Oshkosh 888-322-4636 www.airventure.org Sport Pilot/Light-Sport Aircraft Hotline 877-359-1232 www.sportpilot.org Programs and Activities Auto Fuel STCs 920-426-4843 EAA Air Academy 920-426-6880 www.airacademy.org EAA Scholarships 920-426-6823 Library Services/Research 920-426-4848 Benefits AUA Vintage Insurance Plan 800-727-3823 www.auaonline.com EAA Aircraft Insurance Plan 866-647-4322 www.eaa.org/memberbenefits EAA VISA Card 800-853-5576 ext. 8884 EAA Hertz Rent-A-Car Program 800-654-2200 www.eaa.org/hertz VAA Editorial/Executive Director 920-426-4825 www.vintageaircraft.org VAA Office 920-426-6110

airventure@eaa.org sportpilot@eaa.org stc@eaa.org airacademy@eaa.org scholarships@eaa.org slurvey@eaa.org

membership@eaa.org membership@eaa.org vintage@eaa.org tbooks@eaa.org

EAA Members Information Line 888-EAA-INFO (322-4636) Use this toll-free number for: information about AirVenture Oshkosh; aeromedical and technical aviation questions; chapters; and Young Eagles. Please have your membership number ready when calling.

Office hours are 8:15 a.m. - 5:00 p.m. (Monday - Friday, CST)

MEMBERSHIP INFORMATION EAA Membership in the Experimental Aircraft Association, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family membership is an additional $10 annually. All major credit cards accepted for membership.

(Add $16 for International Postage.)

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add required Foreign Postage amount for each membership.

VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an additional $36 per year.

EAA Membership, VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per

year (SPORT AVIATION magazine not included).

(Add $7 for International Postage.)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $45 per year.

EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Division is available for $55 per year (SPORT OficAVIATION magazine not included). (Add $7 for International Postage.)

IAC

Current EAA members may join the International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $45 per year.

EAA Membership, SPORT AEROBATICS magazine and one year membership in the IAC Division is available for $55 per year (SPORT AVIATION magazine not included). (Add $15 for Foreign Postage.)

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Copyright ©2011 by the EAA Vintage Aircraft Association, All rights reserved.

VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine, is $36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS, Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES — Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING — Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.

EAA® and EAA SPORT AVIATION®, the EAA Logo® and Aeronautica™ are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.

40 APRIL 2011

ets.ts k c i re trg/ticke u t n e e.o AirV ntur

e our at AirV y one now e v Sa onlin Buy

Make your plans now to celebrate July the 59th.

Back in 1953 we started getting together each year with a few of our fly-in friends. Now it’s AirVenture,® the World’s Greatest Aviation Celebration. It’s gonna be a big day. And night. All week long.

Monday July, 25 Opening Day Concert featuring REO Speedwagon presented by Ford Motor Company

Tuesday, July 26 Bob Hoover Day: Tribute to a War Hero, Innovator, & Legend

Wednesday, July 27 Navy Day celebrating the 100th Anniversary of Naval Aviation

Thursday, July 28 Burt Rutan Day: Saluting an Aviation Icon

Friday, July 29 Salute to Veterans Day and Gary Sinise & Lt. Dan Band Concert

Saturday, July 30 Super Saturday with Night Air Show & Daher-Socata Fireworks

Sunday, July 31 Military Scramble; Family Day

Advance tickets made possible by